Thruster88

48/27 = 1.77Vso seems a bit on the high side.

I think you are over complicating it OME. Every pilot already knows that in a 30° bank turn the load factor is 1.15 and the stall speed is 1.07 times greater than S&L configuration regardless of aircraft type or wieght.

Pre start oil pumps are used on very large engines. I am guessing on aircraft and automotive engines the bearing clearance is small enough to retain sufficient oil for the next start up, think capillary action. The oil pump does not "pump the metal apart" it just replenish's cool oil to the bearing. Google "oil wedge".

I am sure it would, maybe one or two fingers, for a Thruster use both hands.

There is only one thing that really matters, do not stall the aircraft. Stall spin is nearly always fatal. Engine failure is a big distraction and it seems pilots sometimes forget the basics, fly the aircraft. Forced landings under control have a 95% survival rate in GA aircraft despite having a much higher stall/landing speed than our recreational types. My engine failure check list, Airspeed Change tanks, fuel pump on Airspeed Carb heat on Airspeed Turn towards best landing area, consider wind direction. Airspeed Check ignition le

For my last bfr I did a retractable endorsement in a piper arrow. It was fun flying a new to me aircraft accurately. I used to get very nervous flying with instructor's but now am relaxed, good preparation is the key.

SECTION 3 LYCOMING OPERATOR’S MANUAL OPERATING INSTRUCTIONS O-360 AND ASSOCIATED MODELS a. Fixed Wing. (1) Head the aircraft into the wind. (2) Leave mixture in “Full Rich”. (3) Operate only with the propeller in minimum blade angle setting. (4) Warm-up to approximately 1000-1200 RPM. Avoid prolonged idling and do not exceed 2200 RPM on the ground. (5) Engine is warm enough for take-off when the throttle can be opened without the engine faltering. Take-off with a turbocharged engine must not be started if indicated lubricating oil pressure, due to cold temperature is above

According to the lycoming operating instructions the carburetor models are sufficiently warmed up when they do not falter with throttle application, no mention of oil temperature. I like to see about 30°C oil temp before run up.

I would say that is very poor advice.

There is a remote possibility that this accident was caused by a runaway trim event. No mcas in a 737-500 but trim cut out switch(s) are fitted because electrical gremlins can occur in any aircraft with electric trim. Here is an example https://www.atsb.gov.au/publications/investigation_reports/2019/aair/ao-2019-019/

Yesterday a nice fly down to Currendooly to meet Methusala and friends. Don put on a great wood fired sausage sandwich before we continued to Moruya for a swim. Thank you Don. Love the RV. Today had a visit from fellow thruster pilot Kevin in his Zephyr.

The ATD300 has can see older mode C transponders, great. I could be wrong but the mode c has to be pinged by ground radar or a tcas before they transmit? Most of Australia has poor radar coverage at low level. I can only see less about one third of the traffic by electronic means (adsb or ozrunways) in my area. For a lousy $12 million aud the government could give every Australian non adsb IN equipped aircraft a SkyEcho2.

I have never been before but no excuses now, my boss is a keen pilot so no trouble getting time of work.

Cory fitted a ferry tank. A video about how things can go wrong.

Ok there was this one. https://www.atsb.gov.au/media/news-items/2020/stallspin-accident/ I hope we are not going into some long winded dodgy mathematical bs. It would be more productive to talk about the human factors that led to pilots not maintaining a proper airspeed. Distraction?